Connection of a vehicle part to a vehicle body structure

ABSTRACT

A device is for connecting a dynamically stressed vehicle part to a vehicle body structure with the interconnection of a bearing. The bearing has a bearing core which, in the fitted state, is in bearing contact with the vehicle body structure. The device includes at least one contact point reinforcing element. Furthermore, an arrangement is for directly connecting a dynamically stressed vehicle part to a vehicle body structure without the interconnection of a bearing.

FIELD OF THE INVENTION

The present invention relates to a device for connecting a dynamicallystressed vehicle part to a vehicle body structure with theinterconnection of a bearing. The present invention also relates to abearing core and to an arrangement for directly connecting a dynamicallystressed vehicle part to a vehicle body structure.

BACKGROUND INFORMATION

Devices of the type discussed here are described, for example, in GermanPublished Patent Application No. 199 47 759 and German Published PatentApplication No. 40 11 827. They are used, for example, for connecting asubframe to a vehicle body and include a bearing with a bearing corewhich, in the fitted state, is secured to the vehicle bodywork by ascrew connection. The bearing core has a planar end surface with whichit is intended to bear over the entire surface against the vehiclebodywork or against a securing device connected thereto. However, thiscannot be ensured in all cases in particular because of component andposition tolerances.

Undefined and inconstant contact and support ratios at the transitionsfrom the chassis to the vehicle body shell may result in pronouncedinterruptions in the profile of the dynamic stiffness of the connectingpoint, which may have the effect of an increased introduction ofstructure-borne sound into the vehicle body structure and therefore maylead to an undesirable noise behavior in the vehicle interior.

SUMMARY

An example embodiment of the present invention may provide a device, inwhich a defined and reproducible connection of a vehicle part to avehicle body structure may be ensured. An example embodiment of thepresent invention may provide an arrangement, in which a defined andreproducible, direct connection of a vehicle part to a vehicle bodystructure may be ensured without the interconnection of a bearing.

According to an example embodiment of the present invention, a deviceincludes at least one contact point reinforcing element which isarranged and designed such that, in the event of dynamic loading of thevehicle part connected to the vehicle body structure, tilting movementsof the bearing core over the bearing contact region between bearing coreand vehicle body structure may be avoided, e.g., at least reduced incomparison to conventional devices. The reinforcement, realized by thecontact point reinforcing element, of the connecting point betweenbearing core and vehicle body structure may enable a homogeneous andreliable profile of stiffness of the connecting point to be ensured,with the result that force peaks and excessive introductions ofstructure-borne sound, which are also referred to as whining noises,into the vehicle body structure may be avoided. The interior acousticsof the vehicles in comparison to one another may be less scattered thanin the case of vehicles, in which the vehicle part is connected to thevehicle body structure by conventional devices.

The abovementioned vehicle part may be, for example, a subframe or anassembly holder which is connected to the vehicle body shell by at leastone device hereof. If the vehicle part is a subframe, on which, interalia, the chassis of the vehicle is secured, it may be connected to thevehicle body structure by a plurality of devices hereof.

The contact point reinforcing element may be arranged in the bearingcontact region between bearing core and vehicle body structure, so thatoverall a compact, space-saving construction may be realized.

According to an exemplary embodiment of the device, the bearing core mayhave a bearing contact surface which, in the fitted state of thebearing, is pressed with the aid of a clamping device onto a matingcontact surface provided on the vehicle body structure, and the contactpoint reinforcing element may be arranged at a lateral distance from theabutting contact surfaces. The frictional connection, which may berealized by the clamping device, between bearing core and vehicle bodystructure may be produced—e.g., exclusively—via the bearing contactsurface and the mating contact surface. The clamping force which isproduced by the clamping device and causes the bearing core in thevehicle body structure to be pressed against each other therefore actsexclusively on the contact surfaces. That is, leaving out or omittingthe contact point reinforcing element or a functional failure or areduction in function of the same may not result in the clampingconnection being undone, but may merely have the consequence of aninhomogeneous stiffness profile of the bearing point.

The clamping device may be formed by at least one screw which reachesthrough a passage opening in the bearing core and may be screwed to thevehicle body structure or to a retaining element provided or arrangedthereon.

The contact point reinforcing element may be arranged in a depressionprovided in the bearing core or the vehicle body structure and, in thenon-fitted state of the bearing, may protrude over the bearing contactsurface or the mating contact surface. The depression may be used, e.g.,for centering or precisely positioning the contact point reinforcingelement on the bearing core or the vehicle body structure.

If the contact point reinforcing element is deformable, the depressionmay be furthermore used, when the bearing core is pressed onto thevehicle body structure, to receive material of the contact pointreinforcing element that has been displaced as a consequence of thecompression of the contact point reinforcing element, so that it is notpressed in an uncontrolled manner into a gap between bearing core andvehicle body structure that may be present because of component and/orposition tolerances.

The profile of the depression may be matched to the outer contour of thebearing core, e.g., the contour of the depression may correspond atleast substantially to the outer contour of the bearing core, with thedistance of the depression from the edge of the bearing core, e.g.,being constant over its entire length.

The depression may be encircling, e.g., self-contained. As analternative, it is possible for the depression to be closed at its endsby a respective end wall. The depression may be formed by a groove, withthe result that it is of annular arrangement or in the shape of asection of a ring. A common feature may be that the length of thecontact point reinforcing element is the same size as or slightlysmaller than the length of the depression, with the result that thecontact point reinforcing element may not be displaced within thedepression, but rather may be positioned in a fixed position. Provisionmay be made for the contact point reinforcing element to surround thebearing contact surface or the mating contact surface.

The contact point reinforcing element may be only placed into thedepression, which may simplify an exchange of the contact pointreinforcing element. However, the contact point reinforcing element mayalso be pressed and/or bonded into the depression.

The contact point reinforcing element may be deformable at least in thedirection of the forces acting, in the fitted state of the bearing, onthe bearing contact surface and the mating contact surface. Thedeformability may be realized by a corresponding selection of materialand/or by a corresponding structural configuration of the contact pointreinforcing element.

The contact point reinforcing element may be less stiff than the bearingcore and the vehicle body structure in the connecting region thereof. Asa result, it may be ensured that, when the bearing core is fitted ontothe vehicle body structure with the bearing contact being formed, thecontact point reinforcing element is deformed/compressed until thedesired frictional connection, which may be realized by the clampingdevice, between bearing core and vehicle body structure is produced.

The contact point reinforcing element may have vibration-dampingproperties. For example, the contact point reinforcing element may becomposed of a material which has these properties. As an alternative,the contact point reinforcing element may also be of multipart design.The contact point reinforcing element may be arranged such thatvibrations from the driving operation may be isolated as far as possiblefrom the vehicle body structure in order to improve the noise behaviorin the vehicle interior.

The contact point reinforcing element may be produced, for example, fromthe same material as a cylinder head gasket. The material of the contactpoint reinforcing element may not have a settling tendency, with theresult that the function of the contact point reinforcing element may beensured over a desired period of time. The contact point reinforcingelement may be formed, for example, of metal, a plastic, e.g., anelastomer, a combination of the two abovementioned materials, etc.

The contact point reinforcing element may be annular and may be arrangedsuch that it surrounds the bearing contact surface of the bearing coreor the mating contact surface of the vehicle body structure.

The device hereof may be used in the lightweight construction (e.g.,body sheet region). An improved impedance and stiffness which may berealized by the contact point reinforcing element in the connectingregion of the bearing core to the vehicle body structure.

According to an example embodiment of the present invention, a bearingcore may include a depression for accommodating a contact pointreinforcing element as described above in its end surface interactingwith the vehicle body structure. The bearing core may have a simple andtherefore cost-effective construction and, in combination with thecontact point reinforcing element arranged thereon, may improve theintroduction of vibrations into the vehicle body structure.

According to an example embodiment of the present invention, anarrangement may be provided for directly connecting a dynamicallystressed vehicle part to a vehicle body structure without theinterconnection of a bearing. The vehicle part, in the fitted state, maybe in direct bearing contact with the vehicle body structure. Thearrangement may include at least one contact point reinforcing element,as described above, which may reinforce the connecting point betweenvehicle part and vehicle body structure, so that a homogeneous andreliable profile of stiffness of the connecting point may be ensured.

A vehicle part or a vehicle body structure may include a depression foraccommodating a contact point reinforcing element as described above.

Example embodiments of the present invention are described in moredetail below with reference to the appended Figures.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of a device according to an exemplaryembodiment of the present invention in a fitted state.

FIGS. 2 to 6 each illustrate an exemplary embodiment of a bearing corein a plan view of one of its end surfaces.

DETAILED DESCRIPTION

FIG. 1 illustrates a cutout of a vehicle body structure 1 on which, inthe region of a connecting point 3, a vehicle part, for example asubframe or an assembly holder, is secured with the interconnection of abearing 5. Of the vehicle body structure 1, only a sheet part 7 of afloor assembly or a support connected to the latter is illustrated.

The bearing 5 is part of a device 9 for connecting the vehicle part tothe vehicle body structure 1 and includes a bearing core 11, which iscoupled to the vehicle part to be connected or is formed thereon, and aclamping device 13 for securing the bearing core 11 to the vehicle bodystructure 1. The clamping device 13 may be formed by a fastening screw15 and a retaining element 17 to which the fastening screw 15 may bescrewed. Furthermore, a washer 18 is provided and is arranged betweenthe head of the fastening screw 15 and the bearing core 11.

The bearing core 11 has a passage opening 19 which extends coaxiallywith the longitudinal central axis 21 of the bearing core 11. Thepassage opening 19 is used for passing the fastening screw 15 through,the free end of which screw, in the fitted state, reaches through apassage opening 23 in the sheet part 7 and is screwed to the retainingelement 17 arranged on that side of the sheet part 7 which is oppositethe bearing core 11. As an alternative, it is also possible for athreaded bore to be provided in the vehicle body structure 1, into whichthe fastening screw 15 is screwed.

The bearing core 11, which may be pressed on the end side onto asubstantially planar flat side 25 of the sheet part 7, has a plane endsurface 27 in which an encircling, annular depression 29 is provided.The depression 29 is arranged in the vicinity of the outer edge regionof the bearing core 11 and may have a rectangular cross section, e.g.,the side walls of the depression 29 extend parallel to one another andperpendicularly with respect to the planar bottom of the depression 29.The shape of the depression 29 is not restricted to that illustrated inFIG. 1, but rather may be varied.

An annular, deformable contact point reinforcing element 31 is placedinto the depression 29 and, at least in the non-fitted state of thebearing 5, protrudes over the end surface 27 of the bearing core 11. Thedepression 29 in the form of a groove is used, inter alia, for centeringand exactly positioning the contact point reinforcing element 31 on thebearing core 11. The contact point reinforcing element 31 may be used toensure reproducible contact and bearing ratios between bearing core 11and sheet part 7 and is less stiff than the bearing core 11 and thevehicle body structure 1 in the bearing contact region thereof at theconnecting point 3.

When the vehicle part is fitted to the vehicle body structure 1, thebearing core 11 is moved on the end side toward the flat side 25 whenthe fastening screw 15 is tightened. In the process, the contact pointreinforcing element 31 which protrudes over the bearing core end surface27 is deformed such that it bears over the full area against the sheetpart 7, as illustrated in FIG. 1. In the case of larger deformations ofthe contact point reinforcing element 31, its displaced material—atleast for the most part—is accommodated in the depression 29. When thecontact point reinforcing element 31 is compressed, the depression 29may furthermore prevent a lateral yielding of the same and may keep itin its predetermined position. The deformation of the contact pointreinforcing element 31 causes the bearing core end surface 27 toapproach the flat side 25 of the sheet part 7 until a bearing contact isformed between bearing core 11 and sheet part 7.

In the exemplary embodiment illustrated in FIG. 1, the flat side 25 ofthe sheet part 7 and the end surface 27 of the bearing core 11 do notextend exactly parallel to each other because of component and positiontolerances. This has the effect that, when the fastening screw 15 istightened at a required torque, the bearing core 11 is in bearingcontact with the sheet part 7 in its edge region arranged—according tothe illustration of FIG. 1—on the right of the longitudinal center axis21 and, due to deformations of the sheet part 7, in its central regionwhile, at least in the region arranged on the left of the longitudinalcenter axis 21, a gap remains between bearing core 11 and sheet part 7that is bridged by the contact point reinforcing element 31. Most of thebearing contact surface 33 of the bearing core 11 on the mating contactsurface 35 of the sheet part 7 is essentially annular and extends aroundthe passage opening 19 in the bearing core 11. The remaining part of thebearing contact surface 33 is formed—according to the illustration ofFIG. 1—on the edge of the bearing core 11 on the right of thelongitudinal center axis 21.

It should be appreciated that the frictional connection, which isrealized by fastening screw 15, between bearing core 11 and sheet part 7may take place exclusively via the bearing contact between these parts.The contact point reinforcing element 31 may have virtually no influenceon the frictional connection.

Due to the inclination of the bearing core 11 with respect to the flatside 25 of the sheet part 7, the contact point reinforcing element 31 isnonuniformly compressed. As illustrated in FIG. 1, it may be virtuallyfully pressed into the groove-shaped depression 29 in the region in thevicinity of the edge, in which there is bearing contact between bearingcore 11 and sheet part 7, while it may be much less deformed in theregion located diametrically opposite, because of the gap which ispresent. It is illustrated in FIG. 1 that the contact point reinforcingelement 31 may be deformed at least elastically and, if appropriate,also plastically until there is a connection over the full area with thesheet part 7. The bearing surface of the contact point reinforcingelement 31 on the flat side 25 of the sheet part 7 is indicated byreference number 37. The contact point reinforcing element 31 may bearranged such that it bears fully over its entire length against thesheet part 7 and thus spans the gap between bearing core 11 and sheetpart 7.

Since the contact point reinforcing element 31 spans the gap betweenbearing core 11 and sheet part 7, movements of the bearing core 11,e.g., tilting movements over the bearing contact point in the centralregion of the bearing core 11, which tilting movements are in themicrometer range, may be prevented, e.g., at least significantlydiminished. By the contact point reinforcing element 31, a significantreinforcing of the contact point region may be established, with theresult that pronounced interruptions in the profile of the dynamicstiffness of this connecting point 3 may be avoided. The contact pointreinforcing element 31 may enable constant contact and supporting ratiosbetween bearing core 11 and sheet part 7 to be produced.

In order to avoid tilting movements of the bearing core 11 with respectto the sheet part 7, the lateral distance—according to the illustrationof FIG. 1—of the contact point reinforcing element 31 from the center ofthe bearing core 11 may have as large as possible. The arrangement ofthe depression 29 for receiving the contact point reinforcing element 31may be selected accordingly.

As illustrated in FIG. 1, the sheet part 7 may be deformed locally whenthe fastening screw 15 is tightened, e.g., under the influence of theretaining element 17. However, for the functioning of the contact pointreinforcing element 31, it may not matter whether the sheet part 7 or,if appropriate, the bearing core 11 is deformed because of thefrictional connection between these parts. If the bearing core 11 and/orthe vehicle body structure 1 is/are of such stiff or rigid configurationthat it is/they are not deformed in their bearing contact region duringthe securing operation, a correspondingly different bearing contact maybe produced.

The depression 29 may be dimensioned to be of such a size that, withexact parallel orientation of the planar end surface 27 of the bearingcore 11 and of the planar flat side 25 of the sheet part 7 with respectto each other, the contact point reinforcing element 31 is fullyaccommodated in the depression 29, so that virtually no more action isexerted. In this regard, the bearing contact surface 33 is at maximumand is the same size as the end surface 27 of the bearing core 11.

FIGS. 2 to 5 each illustrate an exemplary embodiment of the bearing core11 in a plan view of the end surface 27 which interacts, in the fittedstate, with the vehicle structure 1. The bearing core 11 illustrated inFIG. 2 has a round outer contour, the bearing core 11 illustrated inFIG. 3 has an elliptical outer contour, the bearing core 11 illustratedin FIG. 4 has a rectangular outer contour and the bearing core 11illustrated in FIG. 5 has a hexagonal outer contour. A common feature ofall of the exemplary embodiments is that they have in their center apassage opening 19, which is round, for passing the fastening screw 15through. The bearing cores 11 each have a depression 29 which isarranged in the edge region of the end surface 27 and is matched in eachcase to the outer contour of the bearing core 11. That is, thedepression 29 provided in the bearing core 11 illustrated in FIG. 2 hasa round contour and a depression 29 in the bearing core 11 illustratedin FIG. 3 has an elliptical contour while the depression 29 of thebearing core 11 illustrated in FIG. 4 has a rectangular contour and thedepression 29 in the bearing core 11 illustrated in FIG. 5 has ahexagonal contour.

A common feature of the exemplary embodiments illustrated in FIGS. 2 to5 is that the particular depression 29 is of encircling arrangement andsurrounds the passage opening 19.

The contact point reinforcing element 31 placed into the particulardepression 29 has a shape matched to the shape of the depression 29,i.e., is of round, elliptical, rectangular, hexagonal design, etc. Theshape of the bearing core 11, that of the depression 29 and that of thecontact point reinforcing element 31 may be varied and is not restrictedto the exemplary embodiments illustrated in FIGS. 2 and 5. Thearrangement close to the edge of the depression 29 may preciselyposition the particular contact point reinforcing element 31 and, whenthe screw connection is tightened, may prevent the contact pointreinforcing element 31 from slipping on the end surface 27 of thebearing core 11.

FIG. 6 illustrates, in plan view, a further exemplary embodiment of thebearing core 11 which differs from the bearing core 11 described withreference to FIG. 2 in that the depression 29 and the contact pointreinforcing element 31 arranged therein are not of encirclingconfiguration, but rather have the shape of a section of a ring. Thecontact point reinforcing element 31 is arranged at a lateral distancefrom the longitudinal center axis 21 of the bearing core 11 in thatregion of the end surface 27 which is in the vicinity of the outer edge.The contact point reinforcing element 31 protrudes over the end surface27 of the bearing core 11 and is of such rigid arrangement that it firstof all comes into bearing contact with the vehicle body structure 1 whenthe bearing core 11 is fitted and, when the bearing core 11 is secured,causes a tilting movement of the same, with the result that it ispositioned against the vehicle body structure 1 in that region of theend surface 27 which is diametrically opposite the contact pointreinforcing element 31. It may thereby be ensured that the bearing core11 bears at least in two mutually opposite regions/points, with theresult that a tilting of the bearing core 11 in this direction may beprevented. The inclination of the bearing core 11 that is caused by thecontact point reinforcing element 31 may ensure reproducible bearing andcontact ratios between bearing core 11 and the vehicle body structure 1.

The bearing 5 described with reference to the Figures may be designed asa rigid bearing, e.g., the bearing core 11 may occupy, for example, theentire construction space of the bearing 5. The connection of thebearing core 11 to the vehicle part is therefore rigid. The connectionbetween bearing core 11 and the dynamically stressed vehicle part may beelastic. Exemplary embodiments of an elastic connection are conventionaland are described, for example, in German Published Patent ApplicationNo. 199 47 759 and German Published Patent Application No. 40 11 827, sothat a more detailed description is omitted.

The above-described contact point reinforcing element 31 may also beused in an arrangement for directly connecting the vehicle part to thevehicle body structure, in which arrangement the vehicle part, in thefitted state, is in direct bearing contact with the vehicle bodystructure 1. The function of the contact point reinforcing element 31 isthe same as in the exemplary embodiment which is described withreference to FIG. 1 and in which the connection does not take placedirectly, but rather with the interconnection of the bearing 5 having abearing core 11. The bearing core 11 illustrated in FIG. 1 may thereforebe replaced by the vehicle part indicated in FIG. 1 by the referencenumber “50” in brackets in order to form the arrangement discussed.

1-38. (canceled)
 39. A device for connecting a dynamically stressedvehicle part to a vehicle body structure, comprising: a bearingincluding a bearing core in bearing contact with the vehicle bodystructure in a fitted state; and at least one contact pointreinforcement element adapted to reduce tilting movement of the bearingcore over a bearing contact region between the bearing core and thevehicle body structure.
 40. The device according to claim 39, whereinthe contact point reinforcement element is adapted to be arranged in thebearing contact region between the bearing core and the vehicle bodystructure.
 41. The device according to claim 39, further comprising aclamp device, the bearing core including a bearing contact surface, theclamp device adapted to press, in the fitted state of the bearing, thebearing contact surface onto a mating contact surface on the vehiclebody structure, the contact point reinforcement element arranged at alateral distance from the bearing contact surface and the mating contactsurface.
 42. The device according to claim 39, wherein the contact pointreinforcement element is arranged in a depression of one of (a) thebearing core and (b) the vehicle body structure, in a non-fitted stateof the bearing, the contact point reinforcement element protruding overone of (a) a bearing contact surface of the bearing core and (b) amating contact surface of the vehicle body structure.
 43. The deviceaccording to claim 42, wherein a profile of the depression is matched toan outer contour of the bearing core.
 44. The device according to claim42, wherein the depression is encircling.
 45. The device according toclaim 44, wherein the depression is formed by a groove.
 46. The deviceaccording to claim 42, wherein the depression is dimensioned withrespect to the contact point reinforcement element so that the contactpoint reinforcement element is accommodatable in the depression.
 47. Thedevice according to claim 39, wherein the contact point reinforcementelement is deformable at least in a direction of forces that act, in thefitted state of the bearing, on a bearing contact surface of the bearingcore and a mating contact surface of the vehicle body structure.
 48. Thedevice according to claim
 39. wherein the contact point reinforcementelement is less stiff than the bearing core and the vehicle bodystructure in a connection region.
 49. The device according to claim 42,wherein the contact point reinforcement element extends across an entirelength of the depression.
 50. The device according to claim 39, whereinthe contact point reinforcement element is annular.
 51. The deviceaccording to claim 50, wherein the contact point reinforcement elementsurrounds one of (a) a bearing contact surface of the bearing core and(b) a mating contact surface of the vehicle body structure.
 52. Thedevice according to claim 39, wherein the contact point reinforcementelement includes vibration-damping properties.
 53. The device accordingto claim 39, wherein a bearing contact surface is arranged at an endside of the bearing core, the bearing core including, in a plan view ofthe end side, one of (a) a circular outer contour, (b) an oval outercontour, (c) a round outer contour and (d) an angular outer contour. 54.The device according to claim 39, wherein a center of the bearing coreincludes a through hole that extends in a direction of a longitudinalaxis of the bearing core, the through hole adapted to receive a clampdevice therethrough.
 55. The device according to claim 54, wherein theclamp device includes a screw.
 56. The device according to claim 54,wherein the contact point reinforcement element is arranged in adepression arranged in a region of a vicinity of an outer edge of an endsurface of the bearing core, the contact point reinforcement elementprotruding over a bearing contact surface of the bearing core.
 57. Thedevice according to claim 56, wherein the end surface of the bearingcore is planar.
 58. The device according to claim 39, wherein endsurfaces of the bearing core are plane-parallel.
 59. A device,comprising: a bearing core for a device for connecting a dynamicallystressed vehicle part to a vehicle body structure, the bearing corepressable onto the vehicle body structure by an end side, the bearingcore including a depression in an end surface adapted to accommodate acontact point reinforcement element.
 60. A device, comprising: anarrangement adapted to directly connect a dynamically stressed vehiclepart including one of (a) a suspension subframe and (b) an assemblyholder to a vehicle body structure, the vehicle part, in a fittedstated, in bearing contact with the vehicle body structure; and at leastone contact point reinforcement element adapted to reduce tilt movementof the vehicle part over a bearing contact region between the vehiclepart and the vehicle body structure.
 61. The device according to claim60, wherein the contact point reinforcement element is arranged in thebearing contact region between the vehicle part and the vehicle bodystructure.
 62. The device according to claim 60, further comprising aclamp device, the bearing core including a bearing contact surface, theclamp device adapted to press, in the fitted state of the vehicle part,the bearing contact surface onto a mating contact surface on the vehiclebody structure, the contact point reinforcement element arranged at alateral distance from the bearing contact surface and the mating contactsurface.
 63. The device according to claim 60, wherein the contact pointreinforcement element is arranged in a depression of one of (a) thevehicle part and (b) the vehicle body structure, in a non-fitted stateof the vehicle part, the contact point reinforcement element protrudingover one of (a) a bearing contact surface of the vehicle part and (b) amating contact surface of the vehicle body structure.
 64. The deviceaccording to claim 63, wherein a profile of the depression is matched toan outer contour of the bearing contact surface.
 65. The deviceaccording to claim 63, wherein the depression is encircling.
 66. Thedevice according to claim 65, wherein the depression is formed by agroove.
 67. The device according to claim 63, wherein the depression isdimensioned with respect to the contact point reinforcement element sothat the contact point reinforcement element is accommodatable in thedepression
 68. The device according to claim 60, wherein the contactpoint reinforcement element is deformable at least in a direction offorces acting, in the fitted state of the vehicle part, on a bearingcontact surface of the vehicle part and a mating contact surface on thevehicle body structure.
 69. The device according to claim 60, whereinthe contact point reinforcement element is less stiff than the vehiclepart and the vehicle body structure in a connection region.
 70. Thedevice according to claim 63, wherein the contact point reinforcementelement extends across an entire length of the depression.
 71. Thedevice according to claim 60, wherein the contact point reinforcementelement is annular.
 72. The device according to claim 71, wherein thecontact point reinforcement element surrounds one of (a) a bearingcontact surface of the vehicle part and (b) a mating contact surface ofthe vehicle body structure.
 73. The device according to claim 60,wherein the contact point reinforcement element includingvibration-damping properties.
 74. The device according to claim 60,wherein a bearing contact surface of the vehicle part includes a throughhole adapted to receive a clamp device therethrough.
 75. The deviceaccording to claim 74, wherein the clamp device includes a screw. 76.The device according to claim 74, wherein the contact pointreinforcement element is arranged in a depression arranged in a regionin a vicinity of an outer edge of an end surface of a bearing contactsurface of the vehicle part.
 77. The device according to claim 76,wherein the end surface is planar.
 78. The device according to claim 60,wherein end surfaces of the vehicle part are plane-parallel.
 70. Adevice, comprising: a dynamically stressed vehicle part including one of(a) a suspension subframe and (b) an assembly holder, the vehicle partpressable onto a vehicle body structure, the vehicle part directlyconnectable to the vehicle body structure, in a fitted state, thevehicle part in bearing contact with the vehicle body structure, thevehicle part including a depression adapted to accommodate a contactpoint reinforcement element, the contact point reinforcement elementadapted to reduce tilting movement of the vehicle part over a bearingcontact region between the vehicle part and the vehicle body structure.71. A device, comprising: a vehicle body structure directly connectableto a dynamically stressed vehicle part including one of (a) a suspensionsubframe and (b) an assembly holder, the vehicle part pressable onto thevehicle body structure, the vehicle body structure directly connectableto the vehicle part, in a fitted state, the vehicle body structure inbearing contact with the vehicle part, the vehicle body structureincluding a depression adapted to accommodate a contact pointreinforcement element, the contact point reinforcement element adaptedto reduce tilting movement of the vehicle part over a bearing contactregion between the vehicle part and the vehicle body structure.